VW 3.0 TDI

[mikkhh]

(Yesterday )jmartin Wrote:  @rawze - yes it has the typical euro setup with crankcase vacuum pulled from turbo inlet thru an oil separator. I do not want the oil in there, but the problem with vent to atmosphere is when the hot engine cools down it will suck unfiltered air thru the breather tube and bring dust/dirt into the oil. Could put a breather filter on the end of the tube and that might be good enough. Also some factory separator designs require a little vacuum to open - if there is no vacuum they will build high crankcase pressure. Don't know if this one works like that. I may just go with a catch can setup and NOT set it up to drain into the sump.

All older engines do not have any crank case filtration, just a long pipe and usually steel mesh as a filter at cylinder head, the amount of dirt or unfiltered air coming down a like a meter long tube is neglible.

(Yesterday )jmartin Wrote:  @mikkhh - Do you have experience with the Mann & Hummel Provent? Seems they are used more in EU and Australia and designed for diesels. It has a coalescing replaceable filter.

Never used then or heard somebody using them, most guys here have no idea that crank case breathers may have filters.

(Yesterday )jmartin Wrote:  Yes, this one had the dieselgate fix done, back in oct 2019 at 68k miles. Sticker under hood indicates the SCR cat was replaced with a new PN, but DOC/DPF are original.

I would REALLY like to revert to pre-fix software. How can I get this done? Possible with ODIS-E?

Well Europe I have never seen those older 3.0tdi with SCR and on newer SCR equipped vehicles I have never heard anything about replacing SCR catalysts, sometimes nOx sensors get replaced with software update and then there is no reverting to older software with new part code sensors! That thing I overlooked and it is MUST CHECK. 1.6tdi had some tube installed just between MAF and air filter box, but those old pre 2015 never had SCR in my area. I have heard of some German market 2005 era Vag having scr and or some dpf fluid like Eolys on French cars.

Yes the program you mentioned makes it possible, you need older sw flash files, some are really really hard to get ahold of.

(Yesterday )jmartin Wrote:  The two cylinder pressure sensing glowplugs were replaced with updated PNs as well. I think that is it for hardware modifications - would the pre-fix software work just fine with the revised SCR cat and cyl pressure sensors?

Are those part numbers interchangeable by cross reference? Also there were no pressure sensing glow plugs on 3.0tdi in our market. Can you check for maximum rail pressure while driving? It is most likelt more than 1800bar I quess. Most likely they changed engine to use HCCI combustion.

(Yesterday )jmartin Wrote:  Regarding the oil cooler - there is no leak in the valley. I know the valley reseal is a common thing on the CNRB, but it seems to be much more rare on the CATA. Very easy to find many videos of people doing the CNRB valley job, very very few videos of that job being done on the CATA, if any. And in fact, it appears the cooler gasket is a metal one rather than the soft seals on the CNRB. The design and layout of components in the V is quite different in the CATA compared to the CNRB. CP4 is at front, driven by toothed belt, oil filter housing is in a different place, coolers are different, etc etc. The CATA also has an aluminum upper intake manifold, CNRB is plastic. That is not accurately depicted in the document I linked in the first post. If I am not mistaken, the CATA is much closer to the CASA that was used in Europe, rather than the CNRB. Perhaps the CASA was a non-SCR engine? I am sure you have much more knowledge on it.

https://www.youtube.com/watch?v=0Cz51u2KqBM no idea how good video and so on but looks similar to yours?

Oil cooler seals I mentioned, since they do not cost much and since you have the valley open anyways it makes sense to prevent those issues from happening. Earlier 20 year old 3.0tdi that have similar design to yours have valley leaks around here. There is coolant T between top part visible in valley that is notorious for breaking.

In Europe ASB engine was from like 2004-2008 and I have never heard them having SCR, earliest ones did not have dpf even, like the one I had that was bought new from Italy.

CNRB is the later style 3.0tdi that first appeared in around 2012 - it has way more issues than older ones like yours. For example common leak point between upper oil pan and engine block, timing chains that wear out faster than on older ones, V valley oil and COOLANT leaks super common, also front engine cover leaks, thermostat/oil cooler leaks and so on also the occasional high pressure pump grenades and snapped turbo shafts (most likely due to neglect and abuse). That style engine had scr on them in Europe starting from like 2016+ revisions.

(Yesterday )jmartin Wrote:  I will inspect the intake manifolds for carbon buildup, and likely at least pull the upper one regardless to get a good look at everything and I want to make sure the swirl flaps are in good shape. In theory, since it has a DOC in the EGR flow path it should greatly slow down soot buildup compared to CNRB.

When I get through this other stuff I will do return flow tests on injectors and I will note your advice to replace the copper washers - it is not difficult or expensive so might as well get it done. I have not checked correction values yet, that's on the list. I did verify that all injector codes programmed into the ECM match the codes printed on the injector and they are all in the correct positions.

Swirl flap linkages are external and now there is repair kit available for those that costs like 30 from dealer. Swirl flap motor failures were also very common.

(Yesterday )jmartin Wrote:  CP4 fuel pump is what has me most concerned - how do I keep it alive? I know they are extremely sensitive to contamination so filter needs to be OEM and not neglected. They also HATE air in fuel - very important to run purge cycle from scan tool before starting engine after filter changes or opening the system. Trying to decide if I will bother with an additive like Power Service. Many CP4 make it to hundreds of thousands of miles with never a drop of additive. Others get additives and still don't survive. US fuel is supposedly lower quality and cetane rating than in EU. Is it worth installing a "disaster prevention kit" that adds a filter and reroutes pump case fuel away from injectors with intent to save injectors if pump fails?

Common theme with those CP4 disasters is guys who ran their fuel tank below 1/4 level all the time and also just keep filling up by 5-10l at gas station.

(Yesterday )jmartin Wrote:  Harmonic balancer is likely original. What mileage interval should it be replaced at? Appears to be a $500 part so I don't want to throw one at it unless there is good reason to.

If the rubber part is cracked visibly it is going to throw off the belt and leaves you stranded. Maybe you can send a picture?

(Yesterday )jmartin Wrote:  Your OM642... I was also looking at ML350s with that engine. Here in the states they die needlessly from lack of maintenance. I feel they are solid engines and are 500K mile capable with proper care. Some lose main/rod bearings - I think this is because the hamfisted apes that work on them don't realize that you have to be extremely careful to keep contamination out of the ports when doing an oil cooler reseal - those ports will carry dirt straight to the bearings.

Most OM642 have failed AFTER oil cooler seals or oil cooler change. 642 engine oiling system is oil pump -> oil filter -> OIL COOLER -> turbo, bearings . Most engines have filter after the oil cooler. You need to be meticulously clean to avoid disaster there, and absolutely avoid aftermarket oil coolers, they usually create aluminium shavings and bearing damage follows soon after disastrous contamination. I have fitted aftermarket oil coolers with filter housing to 651 engines, I ran it for like couple of minutes and then changed oil. The oil filter looked like engine had bearing damage. After that it cleared up and four years later that engine is still working like it should. I have heard other stories of aluminum shavings coming from cheap oil coolers. I have seen one Sprinter with om642 that had 1 000 000 km on it three years ago, the mileage stopped counting up and needed start at zero to keep track of oil changes. Injectors were replaced at 800 000km, injectors wiped out the dpf too. I have pulled apart bearing failure 642 engines, they all look really neglected inside and heavily sooted up, also pistons look terrible with obvious fuel impingement issues, most likely engine tuned to oblivion. Some 642 develop oil consumption issues, most of the time small consumption due to crank case breather and camshaft seal leaking badly and passing oil from oil separator/centrifuge located on camshaft). Big oil consumption on those usually originates from piston oil control rings clogged up due to lack of maintenance, BUT newer 642 have aluminium block with some electro or whatever coating and that wears off just like on benz petrol engines. Then it is either block replacement time or have it resleeved to fit cast iron/steel sleeves. Not easy to find somebody who can resleeve engine block properly nowadays. Latest 642 engines have single row timing chains and I have heard of camshafts snapping during warranty period even, but highly uncommon.

(Yesterday )jmartin Wrote:  The VM 3.0 Ecodiesel. Here, they either run forever or die young from snapped cranks or seized bearings. A friend owns a 2016 in a Ram truck that has 270k miles on it, still sounds and runs great. As you said, the big issue is parts availability - Stellantis absolutely doesn't want to support them anymore. Good used ones can be $7k or more. I was told that the factory did not replace tooling often enough so cranks got out of spec and led to failures, often at less than 100k miles. If you had a good one it was fine. The pressed on cam sprocket also led to failures for some of them. 2014 was first year for them in the USA and the 14s and 15s seem to have higher incidence of crank failures compared to 2016+. Software changes may be a factor.

Has anybody checked injectors on failed ecodiesel? How nasty intake looks? Was the intake swirl flap motor gear still okay?

That factory tooling worn stuff I highly doubt, seriously wrong bearing clearances in an engine would fail really fast. Modern manufacturing is pretty good and big manufacturers have proper quality control for the most part. I have yet to pull apart a working ecodiesel engine to see if crankshaft is getting curved and is that the reason for bearing failures originating from mains? Warped crank can distort the engine block/main caps too, like on 646 mercs. There was some info about oil change on ecodiesels to 5w40 that happened in those 2016+ ones.

(Yesterday )jmartin Wrote:  And finally.... is it possible to develop a proper demandate for the VAG 3.0 TDI? I suppose the calibration tool, OEM definition files, and a knowledge of how the logic flows would be needed to start with, and presumably those resources are not available "in the wild"? Or does enough of that exist that if a person was willing to put in the work it would be possible to build a safe deman calibration?

First of the problem lies in lack of proper tools and definition files. Logic flows are also hard to find. Only proper way I think to do them is to find matching software and description and just link them together. I do not know anybody who has built a proper deman for them. Lots of butchers out there who raise low rpm TORQUE to oblivion and deman by deleting dtc's and sometimes even whole dtc table and as bonus sometimes glow plugs also get deactivated. Those guys have ZERO clue that catalytic converters are actually active parts that are constantly regenerated.